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Anticept

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About Anticept

  • Birthday 10/25/1986

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  • Location
    Columbus, Ohio
  • Interests
    Flying and fixing
  • Gender
    Male

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  1. You missed the sarcasm. Lifepo4 batteries will still get extremely hot, and still throw off extremely nasty and flammable gas once the process begins, it's just much more difficult than lipo since its a more stable chemistry. I had a pipe crack and blast hot exhaust partway through a lead acid battery. It would have triggered it. The thermal box is enclosed on all sides save for the top so with that I am not worried about a repeat. And during taxi and takeoff when things are hottest under the cowl, it shields it from radiant heat too. The 40c upper limit is a battery chemistry limit across the battery industry as a standard for LifePo4. Above that, cell degradation issues increase with temperature as an unavoidable consequence and shorten the life of the cells.
  2. Because thermal runway was the cause of a hot ass exhaust blasting the battery from a crack in the pipe. Right. Anyways, they've got the information on their site as to why they recommend a thermally insulating box if it's in an engine bay. Less susceptible does not mean immune, and while I am not worried about thermal runway, I AM concerned about the high cost of these batteries and prefer they last as long as possible, that means trying to get heat to soak them as minimally as possible. Lifepo4 chemistry is rated to 40c for optimal longevity and operation.
  3. Ive seen an exhaust crack melt a battery. It was the lead acid battery. For me, the thermal box was worth it.
  4. He could put a tailstand under it if he's worried about that. Reality is, microburts have potential to tear up any aircraft that isn't in a hangar. They are monstrously destructive.
  5. 44 is a lot. But it should hold. Flaps full up as far as you can get them. Line it up carefully, and don't put slack in the lines, this is what shockloads the tie down rings and such when it moves around. Ropes should be straight with some tension, but without lifting the nose. Move the tail around after tying to make sure the ropes don't go slack. Most commonly this happens because people tie down the airplane with the wings over the tie down rings... park it so that the tie down rings are slightly in front of the wings. The tail and the wing tie downs need to work against each other for the most security. And as was mentioned, the stick needs to be tied forward and in the neutral aileron position.
  6. That is up to you. Technically we're not supposed to even be disassembling these actuators.
  7. Let me clarify, there's acids that are protective for the engine because they bond to surfaces to create a protective layer, and then there are the not so protective ones that actually corrode aluminum. Eventually OAT coolants can't keep the protective layer up. I wanted to avoid getting too deep into this because my knowledge quickly runs out if someone asks about specific chemistry.
  8. OAT coolant like dexcool is recommended for 5 years in cars too. Basically, there are components in it that turn corrosive and are neutralized by antacids. But those run out eventually. If it's an off orange color or very cloudy, it needs to be changed ASAP.
  9. Flaps at last, or second from last lowermost setting. You want flap weight off of it or parts may shoot out when you open it, but lowest setting can make it difficult to remove the parts. Second settling lets a little weight push the parts out. IF YOU LOSE ANY PARTS, INCLUDING THE MICROSCOPIC TEFLON SPACERS (they are easy to miss when wiping down, they're barely noticeable and sits between the gear faces and the housing), you will be buying an entirely new actuator!
  10. There is a plug on the bottom that you could open and dab some grease in, but the main reason for disassembly is to clean the crap off. Plus, you need to wipe a layer on the jack screw. Do not use excessive grease! Give everything a coating, don't jam it full. Wheel bearing greases work fine, but I would recommend a lithium rather than a clay grease.
  11. Eyes out the window. It's not hard to crosscheck cities and landmarks. Many popular IFR avionics have rejection capabilities too.
  12. Some of the rods don't have a way for you to do this though. Ive seen different designs of the actuator ends... some have a small enough opening that the lubricant can get inside to the jackscrew, others don't. And there's o-rings on the actuator housing where the two pieces slide into one another, so lubricant doesn't easily get in through that either.
  13. Fuel also atomizes/vaporizes much more readily in warm weather, if given the same blend. The carbs won't compensate for that, and there's only so far they can go for mass compensation because they do use a spring, and that doesn't change with air density. I flew with the oat at -40 back in 2018. Engine ran very mildly rough. Running carb heat cleared it up,soon as I took turned it back off, back to mildly rough.
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